Automatic signal system.



J. S. PAYNE. AUTOMATIC SIGNAL SYSTEM. APPLIGATION FILED MAR. 2, 1909.

Patented Oct. 5, 1909.

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wiineaoea J. S. PAYNE. AUTOMATIG SIGNAL SYSTEM. APPLICATION FILED MAR.2,1909

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331% In coma JASTPQf/Z J. S. PAYNE.

AUTOMATIC SIGNAL SYSTEM.

APPLIOATION FILED MAR.2,1909.

Patented Oct. 5, 1909. 3 SH EET8SHE wihwooea s U a. n t m 6 A nnnew. a.mum an PHow-umomumms. WASNINGYON. n c.

JOHN S. PAYNE, OF MULVANE, KANSAS.

AUTOMATIC SIGNAL SYSTEM.

Specification of Letters Patent.

Patented Oct. 5, 1909..

Application filed March 2, 1909. Serial No. 480,851.

To all whom it may concern:

Be it known that 1, JOHN S. PAYNE, a citizen of the United States,residing at Mulvane, in the county of Sumner and State of Kansas, haveinvented certain new and useful Improvements in Automatic SignalSystems, of which the following is a specification.

This invention relates to block signal systems, and has for its objectto provide means for preventing collision between trains travcling inthe same or opposite directions on a predetermined stretch of track.

A further object of the invention is to provide a block signal system,each block of which is provided with home and distant signals, thelatter being operable by an approaching train to display a dangersignal, when the train enters any particular block, and to automaticallyreset the signals to indicate a clear track when the train leaves saidblock.

A further object is to provide depressible track'devices having ridinglinks pivotally connected therewith and operable by a tappet mounted onthe locomotive of a train to effect the operation of the signals.

A still further object of the invention is generally to improve thisclass of signal sys tems so as to increase their stability, durabilityand efficiency.

For a full understanding of the invention and the merits thereof, and toacquire a knowledge of the details of construction, reference is to behad to the following description and accompanying drawings, in which:

Figure 1 is a perspective view of a portion of a railway track providedwith the block signal system of the present invention; Fig. 2 is a sideelevation looking at the rear of the device shown in Fig. 1; Fig. 3 is aside elevation of a locomotive, showing the tappet mounted thereon; Fig.4: is a top plan view of the tappet and its associated parts; Fig. 5 isan end view of the same; Fig. 6 is a detail perspective view of one ofthe semaphore arms, showing the manner of attaching the connecting rodtherewith; Fig. 7 is a diagrammatic view showing the system applied to arailway crossing; and, Fig. 8 is a diagrammatic view showing the signalsarranged in overlapped or staggered relation.

Corresponding and like parts are referred to in the followingdescription and indicated in all the views of the drawings by the samereference characters.

The improved signal system forming the subject matter of the presentinvention, is specially designed for application to street railways orinterurban lines, and by way of illustration, is shown in connectionwith a railway of the ordinary construction, in which 5 designates thecross ties and 6 the rails. Arranged at the opposite end of each block,are spaced standards or uprights T and 8 having semaphore arms 9 and 10pivotally mounted for swinging movementthereon, one of the semaphorearms at each end of the block constituting a home signal, and the othera distant signal. Interposed between one of the rails 6 and thestandards 7, are transverse shafts 11, one end of each of which isjournaled in a suitable bearing 12, while the opposite ends thereof arejournaled in corresponding bearings 13 in the adjacent posts orstandards 7. Keyed or otherwise rigidly secured to the transverse shafts11 are rocking bars 14:, the opposite arms of which are preferablydisposed at an angle to each other, as best shown in Fig. 1 of thedrawings. Pivotally connected with the opposite ends of each rocking bar14-, is a riding link 15 having a wheel or roller 16 journaled in thefree end thereof, and which rides over the surface of a contact plate 17secured to the upper surface of the adjacent cross tie, there beingsuitable yokes or keepers 18 secured to the cross ties at the plates 17for guiding the links 15 as the latter are depressed by an approachingtrain entering or leaving the block.

Disposed above each transverse shaft 11, and pivotally mounted insuitable bearings 19 secured to the standards 7, are oscillating levers20 and 21, each provided with a counterweight or balance 22 to assist inmoving said levers in the direction of the track, after the same havebeen tilted. The oscillating levers 20 and 21 are operatively connectedwith the adjacent transverse shafts 11 through the medium of links 23,one end of each of which is secured to the adjacent oscillating lever,while the other end thereof is pivotally connected at 24 with a crankarm 25 keyed to the shaft 11 so that movement imparted to the shaft 11will actuate the arm 25 and, through the medium of the oscillatinglevers, operate the adjacent semaphore arms. The oscillating levers 20and 21 are inclined downwardly in opposite directions, and are connectedin such a manner that when one of the semaphore arms is operated, acorresponding movement will be imparted to the semaphore arm at theopposite end of the block.

Pivotally mounted at 26, on opposite sides of the posts or standards 8,are bell crank levers 27 and 28, which latter are connected through themedium of cables or wires 29 and 30 with the semaphore arms constitutingthe distant signals.

Secured to the inner end of the oscillating lever 20, is one end of acord or cable 31, the opposite end of which extends over suitablesheaves or pulleys 32 for connection with the bell crank lever 23 of thedistant signal 10, there being a similar cord or cable 33 connected withthe bell crank lever 27 of the distant signal 10 and having its innerend connected in any suitable manner with the inner end of theoscillating lever 20. The distant signal at the opposite end of theblock is connected in a similar manner to the oscillating lever 21, sothat movement imparted to the lever 21 will cause a correspondingmovement of the distant signal at the adjacent end of the block.

Av cord or cable 34 is extended parallel with the track, with one endthereof connected to the inner end of the oscillating.

lever 20, as indicated at 35, and with its other end connected with theouter end of the oscillating lever 21, a wire or cable 35 being alsoextended from the inner end of the lever 21 to the outer end of thelever 20, as best shown in Fig. 1 of the drawings. The several chains orcables are provided with suitable coil springs 36 in order to take upany jar or impact incident to the operation of the track devices, andalso to prevent excessive strain on the cables, during the passage of atrain over any particular block.

Vith the signals set in the position shown in Fig. 1 of the drawings, toindicate a clear track, a train approaching in the direction of thearrow indicated in said figure, will depress the rocking bar 14, andthrough the medium of the adjacent transverse shaft 11 and link 23, willoscillate the arm 20, thus causing the rod 36 to move the semaphore arm9 to a substantially horizontal position, thereby to indicate that theblock is occupied. As the arm 20 is oscillated to effect the movement ofthe semaphore arm 9, the cable 33 will tilt the bell crank lever 27 andsimultaneously elevate the distant signal 10 at the entrance to theblock. The upward movement of the outer end of the oscillating member 20will also exert a longitudinal pull on the cable or chain 35, and lowerthe inner end of the oscillating lever 21, thereby to cause theconnecting rod 36 of the adjacent semaphore 9 to elevate the latter, to

indicate danger at the opposite end of the block. The distant signal 10at the far end of the block being connected with the oscillating lever21, when the semaphore arm 9 at the far end of the block is operated todisplay a danger signal, the opposite semaphore 10 will also be operatedto simultaneously display a similar signal. As the train leaves theblock, the rocking bar and riding link at the far end thereof will bedepressed so as to simultaneously move all of the semaphore arms tolowered postion, and thus indicate that the block is unoccupied.

As a means for depressing the track devices, there is provided a rolleror tappet 37 journaled on the free end of a crank arm 38, the latterbeing mounted for rotation in a suitable bearing 39 on the forward transverse beam of the locomotive, indicated at 40. Rigidly secured to thevertical extension of the arm 38. is a horizontally disposed link 41which is in turn connected through the medium of a plurality of links 42with a lever 43. The lever 43 is pivotally mounted at 44 on a standardor bracket 45 carried by the locomotive, and is provided at its upperend with means for attachment to the adjacent end of a connecting rod46. The inner end of the connecting rod 46 is secured in any suitablemanner to a handoperated lever 47 arranged within the cab of thelocomotive and provided with a suitable locking bolt or catch 48 whichrides over a notched segmental plate 49, so that by manipulating thelever 47 and catch 48, the tappet or roller 37 may be locked inoperative or inoperative position. The pivots and 51 of the intermediateconnecting links 42 are preferably disposed at right angles to eachother, so as to form an efiective universal joint, and thus permit theroller or tappet 37 to be swung laterally to the dotted line positionshown in Fig. 3 of the drawings, thereby to be out of the path ofmovement of the track devices, when it is not desired to operate thesignals. A suitable lug 52 is secured to the upper surface of thetransverse beam 53 of the cowcatcher, and is provided with an inclinedface 54 which forms an abutmentfor the link 41, and thus serves toreceive the impact of the roller 37 On the track devices, when thetappet is operated to display a signal. Thus it will be seen that whenthe lever 47 is actuated to move the tappet 37 at right angles to thelongitudinal plane of the locomotive, and the latter enters anyparticular block,the tappet will engage and depress the track device atthe entrance to the block, and simultaneously actuate the home anddistant signals at both ends of said block, to indicate that the blockis occupied. It will also be noted that as the train leaves the block,the tappet 37 will engage and depress the track device at the far end ofthe block, and simultaneousl and automatically effect the resetting ofall of the signals, so as to indicate a clear track for any train thatmay subsequently approach.

In Fig. 6 of the drawings, the semaphores or signals are shown at theintersection of adjacent tracks, there being suitable fourarm levers 55arranged at each side of the crossing, and track devices similar inconstruction to the track device shown in Fig. l. of the drawingsarranged parallel with the tracks leading to said crossing, so that atrain approaching the crossing on any one of the tracks, will operatethe four-arm levers to simultaneously display a danger signal on eachside of the crossing. If desired, however, one of the four-arm leversmay be dispensed with, it having been found, by actual experience, thatthree of said levers will accomplish practically the same result.

In Fig. '7 of the drawings, the track devices are shown arranged inoverlapped or staggered relation, adjacent one side of the track, sothat a train enters one block before leaving the other. In some cases,it has been found desirable to arrange the signals along the oppositesides of the track, and it is to be understood that the signalingdevices shown in Fig. 1 of the drawings, as well as the overlappedsignals shown in Fig. 7 of the drawings, may be positioned on both sidesof the track, if found desirable or necessary to accomplish the bestresults.

It will of course be understood that the operating mechanism andconnecting cables may be housed within a suitable casing to protect thesame against the action of the elements, and that when the signal isused in certain sections of the country, the operating mechanism may beelevated above the surface of the road bed two or three feet or more, toprevent drifting snow, sand and other foreign matter from clogging orotherwise interfering with the proper operation of said mechanism.

Having thus described the invention, what I claim is:

1. In a block signaling system, a home signal adjacent each end of theblock, a track device adjacent home signal and comprising a rocking barhaving a riding link pivotally connected therewith, and distant signalsoperatively connected with the track devices, said track devices beingoperable by a passing train to effect simultaneously the operation ofthe home and distant signals.

2. In a block signaling system, home signals arranged adjacent each endof the block, track devices operatively connected with the home signalsand comprising rocking bars having riding links pivotally connectedtherewith, distant signals disposed in spaced relation to the homesignals and also opera tively connected with the track devices, saidtrack devices being operable by a passing train to alternately set andreset all of the signals simultaneously.

3. In a block signaling system, a semaphore adjacent each end of theblock, a transverse shaft arranged near each semaphore, a rocking barsecured to and movable with each shaft and provided with pivotallyconnected riding links, an oscillating lever disposed above eachtransverse shaft and operatively connected with the latter, and aconnection between each oscillating lever and the adjacent semaphore.

Al. In a block signaling system, a semaphore arm operatively mounted forswinging movement adjacent each end of the block, transverse shaftsarranged near the semaphore arms, angularly disposed rocking barsmovable with the transverse shafts and provided with oppositely disposedriding links, oscillating levers disposed above the transverse shafts, aconnection between each oscillating lever and the adjacent semaphorearm, and distant signals operatively con nected with the adjacentoscillating levers and operable simultaneously with the semaphore arms.

5. In a block signaling system, a semaphore arm pivotally mountedadjacent each end of the block, transverse shafts disposed near eachsemaphore arm, a rocking bar movable with each transverse shaft, ridinglinks pivotally mounted on the opposite ends of each rocking bar, crankarms secured to the shafts, oscillating levers disposed above saidshafts, links forming a pivotal connection between the oscillatinglevers and the crank arms of the adjacent transverse shafts, distantsignals disposed at the opposite ends of the blocks, and flexibleconnections between the oscillating levers and distant signals forsimultaneously actuating the semaphores and distant signals.

6. In a block signaling system, a semaphore arm adjacent each end of theblock, an oscillating lever arranged near each semaphore arm, trackdevices operatively connected with the oscillating levers, a flexibleconnection between the outer end of one oscillat-ing lever and the innerend of the adjacent oscillating lever, connections between the inner andouter ends of the oscillating levers, distant signals, and cablesforming a connection between the oscillating levers and the adjacentdistant signals, said semaphore arms and signals being actuatedsimultaneously when the track devices are depressed.

7. In a block signaling system, a support adjacent each end of the blockand having a semaphore arm pivotally mounted thereon, oscillating leverspivotally mounted on the supports and operatively connected with theadjacent semaphore arms, track devices for actuating the oscillatinglevers, flexible connections between the oscillating levers, a disllOtant signal disposed in spaced relation to adjacent semaphore arms, andflexible connections between the oscillating levers and the adjacentdistant signals.-

8. In a block signaling system, a plurality of spaced standards,semaphore arms pivotally mounted on some of the standards andconstituting home signals, weighted levers: mounted for oscillationbeneath the sema-- phore arms and operatively connected with: thelatter, depressible track devices for actu-- ating the oscillatinglevers, flexible connections between the inner and out-er ends of saidoscillating levers, semaphore arms pivotally mounted on the otherstandards and constituting distant signals, and flexible connectionsbetween eachdistant signal and the adjacent oscillating lever, wherebywhen the track devices are depressed by a passin train, all of thesignals will be simultaneously actuated,

9. In a block signaling system, a semaphore adjacent each end of theblock, a track device arranged near each semaphore and comprising arocking bar having riding links: pivotally connected with the oppositeends thereof, rollers ournaled in the free ends of the riding links,yokes forming guides for said links, and distant signals operativelyconnected with the track devices and actuated simultaneously withthesemaphores when the track devices are depressed by a passing train.

10. In a block signaling system, a semaphore adjacent each end of theblock, a transverse shaft arranged near each semaphore, oscillatinglevers disposed above the transverse shafts, depressible track devicessecured to the transverse shafts and includ- 'ing pivoted riding links,pulleys secured to a supporting base, flexible connections secured tothe opposite ends of the oscillating levers and extending over saidpulleys, distant signals arranged at the opposite ends of the block,flexible connections between the dis tant signals and the opposite endsof the adjacent oscillating levers, and springs connected to theflexible connections, said semaphores and distant signals being actuatedsimultaneously when the track devices are depressed by a passing train.

11'. In a block signaling system, the combination with a depressibletrack device and signal, of a car having a lever pivotally mountedthereon, a crank arm, a universal connection between the crank arm andthe lever, and a roller mounted on the crank arm and adapted to engageand depress the track device to effect the movement of the signal.

12. In a block signaling system, the combination with a depressibletrack device and signal, of a car having a vertically disposed leverpivotally mounted thereon, a horizontally disposed lever having adepending crank arm, a universal connection between the horizontal leverand vertically disposed lever, a roller journaled on the crank arm, andan operating lever operatively connected with the vertical lever formoving the roller into and out of the path of the depressible trackdevice.

In testimony whereof I aflix my signature in presence of two witnesses.

JOHN S. PAYNE. [It s.]

lVitnesses:

G120. A. BLAIR, GEO. HOWARD.

